Car-coupling



(No Model.) 2 Sheets-Sheet 1.

D. Y.WILS0N.

GAR GOUPLING.

No. 369,576. 'Patented Sept. 6, 188'I N. PETERS, Pheto-Lilhogmphnr, Wnshngiun, D4 C.

(No Model.) 2 Sheets-Sheet 2.

D. Y. WILSON.v

GAR UOUPLING.

Patented sept. 6, 1887.

MQW@

N. PETERS, Plmvo-Lnnogmphan wnshingmn. D. c4

llnrrnn Sterns Partnr Ormea.

DAVID Y. VILSON, OF GUM TREE, ASSIGNOR OF ONE-FOURTH TO ROBERT L. MCCLELLAN, OF COCHRANSVILLE, PENNSYLVANIA.

CARHCOUFLBNG.

SPECIFICATION forming part of Letters Patent No. 369,576, dated September 6, 1887.

Application iled June 25, 1887. Serial No. J4-2,457. (No model.)

.To all whom it may concern.-

Be it known that I, Devin Y. Witsen, of Gum Tree, in the county of Chester and State of Pennsylvania, have invented certain new 5 and useful Improvements in Car Couplings; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the 1o same, reference bein g had to the accompanying drawings, and to the letters of reference marked thereon, which form part ol" this specification.

My invention relates to ear-couplings; and its object is to provide an automatic coupling which will also automatically uncouple should one of the cars to which it is attached be overturned from any cause.

The nature of my invention will be fully set forth in the following specification and claims.

In the drawr'ings, Figures l, 2, 3 are views, partly in section, showing different ways of constructing my invention; and Fig. 4 is a side v iew of portions of two cars, one being partially overturned.

Similar letters of reference indicate similar parts in the respective figures.

In Fig. l, A A are draw-heads having the springs a, as shown in my former patent, No. 363,784. B is a link having an enlarged end, 3@ b, which ts snugly between the springs a in the draw-head A, and is provided with a hole for the reception of a coupling-pin, b, which passes through the draw-head. The other end of the link is tapered, as shown, and has a portion of one side cut out to form a recess, b3, for the reception of the coupling-pin b2, which passes through the draw-head A. The link B is made of such thickness at its pointed end that when turned from a horizontal to a ver- 40 tical position, as shown in dotted linesin Fig. l, it will pass freely between the link b2 and the spring` a. It will readily be seen that as long as the cars remain in their normal position the springs a will hold the recessed portion of the link in engagement with the pin b2. Should, however, either of the cars to which the draw-heads are attached be overturned, the recessed part of the link will be turned out of engagement with the pin b2 and be released from the draw-head A', thus uncoupling the 5o ears.

Fig. 2 shows my invention applied to an ordinary draw-head. A is a draw-head such as is used for a common link-eoupling. B is a link, one end, b, being rounded and having a spring, C, attached thereto. This spring is for the purpose of steadying the link and filling the draw-head; but it will yield freely to Vany strain when the cars are going round a curve, and at the same time prevent lateral 6o motion. The other end of thelink is of a construction similar to that already described in Fig. l. A is a draw-head having the springs a a; but in this case they are too wide apart to hold the recessed part Zi of the linkin engagement with the pin b2. I therefore provide the spring b, which is secured to the link B in any suitable manner, and serves to hold the recessed part thereof in engagement with the in b2.

p In Fig. 3 the draw-heads A and A are both provided with springs a a. rIhe end b of the link B is square, and is provided with a spring, d, to prevent undue vertical motion. The other end of the link is constructed substantially as already described, the form of the recess being somewhat different and being adapted to give more slack to the coupling, which is necessary on freight-cars.

In each ofthe couplings above described the 8C link is of such thickness at its pointed end as to pass freely between the pin and the springs a in case it is turned to the position shown in dotted lines in Fig. l, and the result would be the same as that described in referring to the coupling illust-rated in Fig. l should either of the cars to which the coupling is attached be turned over, for the springs ZJ'l are not of suf iicient strength to withstand any great strain, such as they would be subjected to by the 9o overturning of a car. They would therefore either break or be bent ont of the way to allow the pointed end of the coupling to be disengaged from the pin and be released from the draw-head.

In Fig. 4L parts of two cars, E F, are shown, F being partially overturned and uncoupled from E.

Having thus fully described my invention, what I claim, and desire to secure by Letters Patent of the United States, is-

l. In a car-coupling, the combination, With the drawheads and coupling-pins, of a link perforated at one end for the reception of the coupling-pin, the other end being tapered to a point and having a recess formed in its side for the reception of the coupling-pin, a spring adapted to hold said recessed part in engagement with the pin, and a spring attached to the perforated end of the link to steady it in the draw-head, substantially as specified.

2. In a car-coupling, the combination, with the draw-heads and coupling-pins, of a link rounded at one end and having a spring secured to the periphery of said rounded end,

the other end being tapered to a point and having a recess formed in its side for the reception of the coupling-pin, and aspring adapted to hold said recessed part of the link in engagement with the coupling-pin, the said link D. Y. WILSON.

lVitnesses:

WM. A. RUSSELL, J. A. LARGE. 

